System and method for generating electric power from a rotating tire&#39;s mechanical energy

ABSTRACT

A tire assembly with integrated power generation features includes one or more piezoelectric devices configured to generate electric charge therein upon being subjected to mechanical strains associated with flexure of tire or wheel components. The piezoelectric device may be incorporated in a variety of tire structures and in many different locations. In pneumatic tire structures, the piezoelectric device and related electronics may be embedded in crown or sidewall locations among such selected components as the exterior tread portion, first and second steel belts of a belt package, carcass, cap ply portion, inner liner, zone base, etc. The piezoelectric device with optional rubber casing may also be attached to such locations as the inner liner and tire exterior. Piezoelectric devices may also be integrated with a tire and safety support combination that is configured to operate in an extended mobility mode when the tire structure loses air pressure. Piezoelectric devices may alternatively be integrated with a non-pneumatic structurally supported tire such as one including a reinforced annular band, a plurality of web spokes extending transversely across and radially inward from the annular band, a mounting band at the inner end of the web spokes and a tread portion disposed on the annular band.

PRIORITY CLAIM

This application claims priority as a Continuation-In-Part Application of previously filed U.S. patent application entitled “SYSTEM AND METHOD FOR GENERATING ELECTRIC POWER FROM A ROTATING TIRE'S MECHANICAL ENERGY USING PIEZOELECTRIC FIBER COMPOSITES,” with inventors John D. Adamson and George P. O'Brien, assigned U.S. Ser. No. 10/143,535, filed on May 10, 2002, and which is incorporated herein by reference for all purposes. This application also claims priority as a Continuation-In-Part Application of previously filed U.S. patent application entitled “SYSTEM AND METHOD FOR GENERATING ELECTRIC POWER FROM A ROTATING TIRE'S MECHANICAL ENERGY,” with inventors John D. Adamson and George P. O'Brien, assigned U.S. Ser. No. 10/850,860, filed on May 21, 2004, and which is also incorporated herein by reference for all purposes.

FIELD OF THE INVENTION

The present invention generally concerns a system and method of subjecting piezoelectric structures to the mechanical energy of tire rotation, thereby generating electric power for integrated tire electronics. Piezoelectric technology is utilized to convert mechanical strain associated with the flexure of tire or wheel components to electric charge that is then conditioned and stored in an energy storage device. Sufficient accumulations of such stored energy can then power electronic systems including components for identifying various physical tire parameters as well as radio frequency (RF) transmission devices.

BACKGROUND OF THE INVENTION

The incorporation of electronic devices with tire structures yields many practical advantages. Tire electronics may include sensors and other components for obtaining information regarding various physical parameters of a tire, such as temperature, pressure, number of tire revolutions, vehicle speed, etc. Such performance information may become useful in tire monitoring and warning systems, and may even potentially be employed with feedback systems to regulate proper tire pressure levels.

U.S. Pat. No. 5,749,984 (Frey et al.) discloses a tire monitoring system and method that is capable of determining such information as tire deflection, tire speed, and number of tire revolutions. Another example of a tire electronics system can be found in U.S. Pat. No. 4,510,484 (Snyder), which concerns an abnormal tire condition warning system. U.S. Pat. No. 4,862,486 (Wing et al.) also relates to tire electronics, and more particularly discloses an exemplary revolution counter for use in conjunction with automotive and truck tires.

Yet another potential capability offered by electronics systems integrated with tire structures corresponds to asset tracking and performance characterization for commercial vehicular applications. Commercial truck fleets, aviation crafts and earthmover/mining vehicles are all viable industries that could utilize the benefits of tire electronic systems and related information transmission. Tire sensors can determine the distance each tire in a vehicle has traveled and thus aid in maintenance planning for such commercial systems. Vehicle location and performance can be optimized for more expensive applications such as those concerning earth mining equipment. Entire fleets of vehicles could be tracked using RF tag transmission, exemplary aspects of which are disclosed in U.S. Pat. No. 5,457,447 (Ghaem et al.).

Such integrated tire electronics systems have conventionally been powered by a variety of techniques and different power generation systems. Examples of mechanical features for generating energy from tire movement are disclosed in U.S. Pat. No. 4,061,200 (Thompson) and U.S. Pat. No. 3,760,351 (Thomas). Such examples provide bulky complex systems that are generally not preferred for incorporation with modern tire applications.

Some tire electronics systems have been powered by various piezoelectric devices. U.S. Pat. No. 6,438,193 (Ko et al.) discloses a self-powered tire revolution counter that includes a piezoelectric element mounted in a tire in a manner so as to be subjected to periodic mechanical stresses as the tire rotates and to provide periodic pulses in response thereto. Yet another example of piezoelectric devices used for powering tire electronics systems is disclosed in U.S. Pat. No. 4,510,484 (Snyder), which concerns a piezoelectric reed power supply symmetrically configured about a radiating center line of a tire.

Another typical solution for powering tire electronics systems corresponds to the use of a non-rechargeable battery, which inherently provides an inconvenience to the tire user since proper electronics system operation is dependent on periodic battery replacement. Conventional batteries also often contain heavy metals that are not environmentally friendly and which present disposal concerns, especially when employed in highly numerous quantities. Still further, batteries tend to deplete their energy storage quite rapidly when powering electronic applications characterized by complex levels of functionality. Battery storage depletion is especially prevalent in electronic systems that transmit information over a relatively far distance such as from truck wheel locations to a receiver in the truck cabin. Even when batteries are used in electronics systems that transmit from wheel locations to a closer receiver location, information is then typically relayed via hard-wire transmission medium from the RF receiver location to the vehicle cab thus requiring the installation of additional and often expensive communications hardware in a vehicle.

Yet another known method for deriving power for tire monitoring systems relates to scavenging RF beam power with an interrogation antenna in close proximity to a tire and integrated electronic features. Energy that is radiated from the antenna is scavenged to power the electronics, which must often be very specialized ultra-low-power electronics limited to within a few microwatts. Interrogation antennas employed in conjunction with beam-powered electronics must typically be placed in relatively close proximity (within about two feet) to each wheel well due to limited transmission ranges. This typically requires multiple interrogation antennas per vehicle, thus adding to potential equipment costs. Each antenna is also quite susceptible to damage from road hazards, and thus for many reasons may not be the most desirable solution for powering certain tire electronic applications.

The disclosures of all of the foregoing United States patents are hereby fully incorporated into this application for all purposes by reference thereto. While various tire electronics systems and power generation systems therefor have been developed, no design has emerged that generally encompasses all of the desired characteristics as hereafter presented in accordance with the subject technology.

SUMMARY OF THE INVENTION

In view of the recognized features encountered in the prior art and addressed by the present subject matter, an improved system and method for powering electronic systems integrated within a tire structure has been developed. Piezoelectric technology is utilized to convert mechanical strains associated with tire flexure to electric charge that is then conditioned and stored in one or more energy storage devices. Sufficient accumulations of such stored energy can then power electronic systems including components for identifying various physical tire parameters as well as radio frequency (RF) transmission devices.

In accordance with more particular aspects of the disclosed technology, it is an object of the present subject matter to provide a tire with integrated self-powered electronic components. Such electronic components are self-powered by energy harvested from integrated piezoelectric structures, and may correspond with numerous electronic applications. One exemplary electronic application concerns a tire monitoring system designed to measure and transmit information regarding tire conditions such as pressure and temperature, as well as other information such as the number of tire revolutions or general tire identification variables.

Various features and aspects of the subject tire electronics system and specialized power generating device offer a plurality of advantages. The disclosed technology provides for a self-powered tire electronics system that is not dependent on replacement of batteries. Although batteries and battery-operated devices may still be incorporated with aspects of the present subject matter, many complications regarding tire electronics that are solely powered by batteries are obviated in accordance with the disclosed technology.

Another advantage of the present subject matter is that a tire monitoring system is provided that reduces the amount of required signal hardware relative to conventional tire monitoring systems. By providing a tire monitoring system that is self-powered, no scavenger antennas or multiple receiver locations with additional hardwire connections are required. Components of such a tire monitoring system can be integrated within each individual tire structure on a given vehicle such that a single receiver (typically located in a vehicle cabin) is capable of acquiring information transmitted by each tire's integrated electronics.

Yet another advantage of the present subject matter is that there are fewer limitations regarding the type and amount of electronic equipment capable of utilization within tire and wheel assembly structures. Tire electronics powered by conventional methods other than as in accordance with the disclosed piezoelectric technology are often limited to ultra-low power devices. Devices in accordance with the disclosed technology are not necessarily subject to such extreme power limitations. This advantage further facilitates greater functionality of tire electronics, as more components and/or higher-level equipment may potentially be utilized.

A still further advantage of the present subject matter is that the disclosed system and method for generating power and utilizing such power can be used in accordance with a variety of existing applications. Measurement capabilities, monitoring and warning systems, vehicle feedback systems, and asset tracking potential may be possible for applications such as commercial truck fleets, airplanes, and mining/earthmover equipment.

In one exemplary embodiment of the present subject matter, a tire assembly with integrated power generation features includes a pneumatic tire structure, a piezoelectric device, and an electronics assembly. The pneumatic tire structure is characterized by a crown having a tread portion for making contact with a ground surface, bead portions for seating the tire to a wheel rim, and sidewall portions extending between each bead portion and the crown. A carcass is provided within the tire between the bead portions across the sidewall portions and the crown, a belt package is provided within the tire crown between the tread portion and the carcass, and an inner liner forms an interior surface of the tire structure. The piezoelectric device is configured to generate electric charge therein when the tire structure is subjected to mechanical strains. The electronics assembly is coupled to the power generation devices (in some embodiments via an energy storage device) such that selected components of the electronics assembly are powered by electric charge generated by the piezoelectric device.

The piezoelectric device can be integrated at a variety of different locations associated with the pneumatic tire structure, including but not limited to in the crown between the tread portion and the belt package, in the crown between the belt portion and the carcass, in the crown between the carcass and the inner liner, in a sidewall between the carcass and the tire exterior, in a sidewall between the carcass and the inner liner, and in the zone base near a selected bead portion of the tire structure. In some embodiments, the pneumatic tire structure also includes a cap ply portion between the belt package and the tread portion. In such embodiments, the piezoelectric device may be embedded in the tire crown either between the tread portion and the cap ply portion or between the belt package and the cap ply portion. In other embodiments, the belt package includes at least first and second steel belts and the piezoelectric device could be mounted between the respective steel belts. The piezoelectric device may also be attached to or embedded in a rubber casing which provides additional support for the piezoelectric device. The rubber casing and piezoelectric device may then be mounted to the inner liner or to the exterior tread portion of the pneumatic tire structure.

In another exemplary embodiment of the present technology, a tire assembly with integrated power generation features includes a pneumatic tire structure, a safety support, a piezoelectric device, and an electronics assembly. The pneumatic tire structure is characterized by a crown having a tread portion for making contact with a ground surface. The safety support is configured for mounting on a wheel rim inside of the pneumatic tire structure in order to support the tread portion in the event of the loss of tire inflation. The safety support includes an annular body having an inner surface intended to fit around the wheel rim and an outer cap to be engaged by the tread portion of the tire in the event of a loss of pressure. The piezoelectric device may be integrated with a selected portion of the safety support and is configured to generate electric charge therein upon the safety support being subjected to mechanical strains during loss of pressure to the pneumatic tire structure. The electronics assembly is coupled to the piezoelectric device and selected components therein are powered by the electric charge generated by the piezoelectric device. The electric charge may also be used in some embodiments to trigger a signal indicating when the pneumatic tire structure is operating under loss of tire inflation.

A still further exemplary embodiment of the present technology corresponds to a tire assembly including a non-pneumatic structurally supported tire, a piezoelectric device and an electronics assembly. The non-pneumatic structurally supported tire includes a reinforced annular band, a plurality of web spokes extending transversely across and radially inward from the reinforced annular band, and a mounting band at the radially inner end of the web spokes. A tread portion may also be disposed on a radially outer extent of the reinforced annular band. The piezoelectric device may be integrated with the non-pneumatic structurally supported tire in such exemplary locations as the interior of the reinforced annular band or on one or more of the plurality of web spokes. Upon the non-pneumatic structurally supported tire being subjected to mechanical strains, the piezoelectric device generates electric charge therein which is then used to power one or more electronic components of an electronics assembly.

In accordance with more particular embodiments of the presently disclosed technology, some embodiments of the aforementioned piezoelectric device(s) may correspond to a fiber composite structure with a plurality of piezoelectric fibers embedded in an epoxy matrix. The piezoelectric device(s) may alternatively include a piezoceramic wafer substantially surrounded by a protective casing and provided with embedded first and second electrical leads for connecting to the piezoceramic wafer (e.g., via electrodes). In still further embodiments, the piezoelectric device(s) include a layer of piezoceramic material with respective conductive layers (e.g., aluminum or stainless steel layers) adhered to opposing sides thereof with a polyimide adhesive (e.g., a high temperature thermoplastic polyimide). Piezoelectric devices may sometimes include multiple piezoelectric elements connected together in series or parallel. Such multiple piezoelectric elements may also be configured with polarization directions that are either in-phase or opposing, and with either d33 or d31 displacement modes. The piezoelectric elements may include such materials as lead zirconate titanate (PZT), barium titanate, quartz, cadmium sulfide, polyvinyl fluoride (PVF) and polyvinyl chloride (PVC).

Additional objects and advantages of the present subject matter are set forth in, or will be apparent to, those of ordinary skill in the art from the detailed description herein. Also, it should be further appreciated that modifications and variations to the specifically illustrated, referred and discussed features and steps hereof may be practiced in various embodiments and uses of the invention without departing from the spirit and scope of the subject matter. Variations may include, but are not limited to, substitution of equivalent means, features, or steps for those illustrated, referenced, or discussed, and the functional, operational, or positional reversal of various parts, features, steps, or the like.

Still further, it is to be understood that different embodiments, as well as different presently preferred embodiments, of the present subject matter may include various combinations or configurations of presently disclosed features, steps, or elements, or their equivalents (including combinations of features, parts, or steps or configurations thereof not expressly shown in the figures or stated in the detailed description of such figures).

Additional embodiments of the present subject matter, not necessarily expressed in this summarized section, may include and incorporate various combinations of aspects of features, components, or steps referenced in the summarized objectives above, and/or other features, components, or steps as otherwise discussed in this application. Those of ordinary skill in the art will better appreciate the features and aspects of such embodiments, and others, upon review of the remainder of the specification.

BRIEF DESCRIPTION OF THE DRAWINGS

A full and enabling disclosure of the present subject matter, including the best mode thereof, directed to one of ordinary skill in the art, is set forth in the specification, which makes reference to the appended figures, in which:

FIG. 1 displays a generally cross-sectional view of an exemplary pneumatic tire structure with integrated self-powered electronic components in accordance with the present subject matter;

FIG. 2A displays a generally perspective view of a first exemplary piezoelectric structure for use with a power generation device in accordance with the present subject matter;

FIG. 2B displays a generally perspective view of a second exemplary piezoelectric structure for use with a power generation device in accordance with the present subject matter;

FIG. 2C displays a generally exploded perspective view of a third exemplary piezoelectric structure for use with a power generation device in accordance with the present subject matter;

FIG. 3 provides a schematic representation of additional exemplary aspects of a power generation device in accordance with the present subject matter, particularly regarding an exemplary power conditioning module;

FIG. 4A provides a block diagram representation of exemplary integrated self-powered electronics including a power generation device and a tire electronics system and exemplary interaction thereof in accordance with the present subject matter;

FIG. 4B provides a block diagram representation of exemplary integrated self-powered electronics including a power generation device and a tire electronics system and alternative exemplary interaction thereof in accordance with the present subject matter;

FIG. 5 provides a block diagram representation of an exemplary tire electronics system in accordance with the disclosed technology;

FIG. 6 provides a block diagram representation of an exemplary remote receiver configuration in accordance with the present subject matter;

FIGS. 7A, 7B, 7C and 7D illustrate respective exemplary configurations of multiple piezoelectric elements in stacked combination for use in a power generation device in accordance with the present subject matter;

FIGS. 8A and 8B respectively illustrate exemplary configurations of multiple piezoelectric elements in series and parallel combination for use in a power generation device in accordance with the present subject matter;

FIGS. 9A, 9B and 9C respectively illustrate exemplary configurations of multiple piezoelectric elements coupled to one or more energy storage devices and one or more application electronics modules in accordance with exemplary power generation device and tire electronics system embodiments of the present technology;

FIG. 10 provides an axial half-sectional view of a tire having a safety support mounted on a wheel rim inside the tire and with integrated self-powered electronic components in accordance with the present subject matter;

FIG. 11 provides an axial half-sectional view of the tire and safety support of FIG. 10 in which the safety support is in the run-flat condition; and

FIG. 12 provides a side plan view of an exemplary non-pneumatic structurally supported tire with integrated self-powered electronic components in accordance with the present subject matter.

Repeat use of reference characters throughout the present specification and appended drawings is intended to represent same or analogous features or elements of the invention. It should be appreciated that various features illustrated in the appended drawings are not necessarily drawn to scale, and thus relative relationships among the features in such drawings should not be limiting the presently disclosed technology.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

As discussed in the Summary of the Invention section, the present subject matter is particularly concerned with an improved system and method for powering electronic systems integrated within a tire structure. A power generation device utilizes piezoelectric technology to convert mechanical strain associated with tire flexure to electric current that is then conditioned and stored in an energy storage device. Sufficient accumulations of such stored energy can then power electronic systems, examples of which include components for identifying various physical tire parameters as well as radio frequency (RF) transmission devices.

A power generation device in accordance with the disclosed technology generally includes two exemplary components, a piezoelectric structure and a power conditioning module. Aspects of various exemplary piezoelectric structures are described with reference to FIGS. 2A, 2B and 2C and an exemplary power conditioning module (with energy storage device) is presented in and discussed with reference to FIG. 3. Additional aspects related to exemplary configurations of one or more piezoelectric elements in a power generation device are illustrated in FIGS. 7A-7D, respectively, and in FIGS. 8A and 8B. The output of the power conditioning module may then preferably be used to power electronics systems within a tire or wheel assembly. An example of a tire electronics system, including sensors, a microcontroller, and an RF transmitter is presented in FIG. 5. Aspects of exemplary interaction between a power generation device and tire electronics system is discussed with reference to FIGS. 4A and 4B, respectively. Further aspects of exemplary interaction between multiple piezoelectric elements and one or more tire electronics modules are represented in FIGS. 9A, 9B and 9C. Finally, an exemplary embodiment of a remote receiver configuration for obtaining information transmitted from a tire electronics system is presented with respect to FIG. 6.

Selected combinations of the aforementioned aspects of the disclosed technology correspond to a plurality of different embodiments of the present subject matter. It should be noted that each of the exemplary embodiments presented and discussed herein should not insinuate limitations of the present subject matter. Features or steps illustrated or described as part of one embodiment may be used in combination with aspects of another embodiment to yield yet further embodiments. Additionally, certain features may be interchanged with similar devices or features not expressly mentioned which perform the same or similar function. Similarly, certain process steps may be interchanged or employed in combination with other steps to yield additional exemplary embodiments of a method for generating electric power from a rotating tire's mechanical energy.

Reference will now be made in detail to the presently preferred embodiments of the subject system and method of generating power for electronics systems integrated within a tire or wheel assembly. Referring now to the drawings, FIG. 1 provides a generally cross-sectional view of an exemplary pneumatic tire assembly 10 with integrated self-powered electronic components 12 in accordance with the present subject matter. A power generation device (PGD) 14 is preferably provided in conjunction with electronic components internal to a tire structure 16 such that the electronics components are self-powered within the tire assembly 10.

The capabilities of the subject power generation device with piezoelectric materials, as hereafter presented, offer numerous advantages over conventional techniques for providing power within a tire assembly. Antenna beam power scavenging techniques, as previously discussed, are no longer one of limited options to choose from for powering tire electronics. As such, the functional capabilities of many types of tire electronics are generally increased. The option of utilizing batteries for power generation is no longer essential, thus avoiding costly and cumbersome battery replacement. Although the presently disclosed technology provides for a power generation device that enables antenna beam power and batteries to be eliminated, it should be appreciated that a power generation device could employ a hybrid combination of piezoelectric technology and/or batteries and/or antenna beam scavenging to power different selected electronic components within a wheel assembly.

A typical pneumatic tire structure 16 is characterized by a crown 15 which supports an exterior tread portion 18 and sidewalls 20 that extend to bead portions 22. Sidewalls 20 generally extend between section lines 17 and 19 and the tire crown 15 generally extends between the two section lines 19. Tire beads 22 are generally provided such that the tire structure 16 can be effectively seated to the rim of a wheel assembly. An inner liner of air-impermeable material forms the interior surface of the tire, including interior crown surface 24 and interior sidewall surfaces 26. A carcass 23 extends between beads 22 across sidewall portions 20 and crown 15, and under inflation pressure defines the tire's shape and transmits forces for traction and steering. A belt package including at least first and second belts 21 a and 21 b (usually fashioned from a material such as steel) is provided within tire structure 16 generally along the crown 15. In some tires, additional overlay layers, or cap plies, may be provided to generally cover the steel belt and help keep the belt package from separating from the tire, thereby providing enhanced tire performance and durability. Cap ply portion 25 may include one or more layers of industrial textile reinforcement.

PGD 14, as illustrated in the exemplary tire assembly embodiment of FIG. 1, may be mounted to the interior crown surface 24 of tire structure 16. This location is generally well-suited for actuation of the piezoelectric device within PGD 14 as the exterior tread portion 18 moves along a ground surface and results in flexure of the tire structure 16. This tire flexure coupled with the general mechanical vibrations as the tire assembly 10 moves along a surface enable piezoelectric device within the power generation device 14 to generate electric current, which is then conditioned and stored in an energy storage device for powering the tire electronics 12. Although the interior crown surface 24 is a logical location for mounting power generation device 14, it should be appreciated that PGD 14 may also be mounted to other locations, including the interior sidewall surface 26. Such location may offer less strain on the piezoelectric elements within the subject PGD 14 while still providing enough power generation for certain electronic applications.

Further, PGD 14 or at least the piezoelectric element portion of PGD 14 could be cured within tire structure 16. Examples of locations where PGD 14 or the piezoelectric element thereof may be embedded within tire structure 16 include without limitation, in the tire crown or summit between tread portion 18 and the belt package embodied by exemplary first and second steel belts 21 a and 21 b, in the summit between first and second steel belts 21 a and 21 b, in the summit between the innermost steel belt (e.g., belt 21 b in FIG. 1) and the inner carcass 23, in the summit between the carcass 23 and the inner liner provided along surfaces 24 and/or 26, in a sidewall between the carcass 23 and the inner liner, in the sidewall between the carcass and sidewall rubber generally provided at locations 27, or embedded at locations 29 often referred to as the tire zone base. For tires that include cap plies such as cap ply portion 25, additional particular locations where PGD 14 or the corresponding piezoelectric element may be embedded include in the tire summit between the tread portion 18 and the cap ply portion 25 or between the cap ply portion 25 and the belt package embodied by first and second steel belts 21 a, 21 b.

PGD 14 or selected elements thereof may alternatively be provided in an additional rubber or elastomer casing before being adhered to or embedded in the tire to provide additional protection. Such casing additionally provides for facilitated adhesion of the PGD to a tire structure. The rubber casing may alternatively be provided adjacent to a single side of PGD 14 or selected elements thereof for support, which may then be adhered to an inner surface of a tire structure. In other embodiments, PGD 14 may additionally be mounted to a relatively rigid substrate such as one made of fiberglass or other substantially rigid material to provide additional protection and support for such structure. The rubber casing and/or substrate and/or other elements that are provided adjacent to PGD 14 collectively serve as a mechanical interface between the rather rigid piezoelectric element within PGD 14 and the rather flexible material of the tire structure 16 in which such elements are incorporated. Provision of such a mechanical interface helps to protect tire structure 16 from damage that might be caused by the presence of the often unyielding piezoelectric element and also protects the piezoelectric element from the relatively extreme shape distortions that the tire would otherwise impose on the piezoelectric element. In some embodiments, a mechanical optimization may be performed with respect to the intermediate layer to control the ratio of stresses (forces) and strains (displacements) that occur on either side of the interface.

Exemplary locations for integration of such a patch and piezoelectric element combination include along the inner liner provided along surfaces 24 and/or 26 or at the exterior of the tire structure 16. In accordance with the variety of possible locations for PGD 14, it should be understood that the term “integrated” generally encompasses all possible locations, including being mounted on or in a tire structure.

The subject piezoelectric technology may also be utilized in non-conventional tires, in other words, tires having variations to the exemplary structure illustrated in FIG. 1. In one example, the power generation technology disclosed herein may be incorporated into tires having safety support features mounted inside their tires on their wheel rims in order to take up load in the event of tire failure, thus supporting the tread strip of the tire in the event of a loss of inflation pressure. FIGS. 10 and 11 are now discussed to illustrate aspects of such a tire with safety support features. FIG. 10 provides an axial half-sectional view of a safety support 150 mounted around a preferential wheel rim 152 and inside the cavity 154 of a corresponding tire 156. The tire 156 is designed to be mounted on the wheel rim 152 and in particular has two beads of different diameters. The support 150 has three main parts: a base 158 of annular overall shape and reinforced with a ply 160 oriented longitudinally at substantially zero degrees, a substantially annular cap 162 with longitudinal grooves 164 in its radially outer wall, and an annular body 166 for joining the base 158 and the cap 162 together. The cavity defined by portion 168 makes it possible to reduce the weight of support 150 as well as provide in conjunction with the other portions of support 150 to give uniform support under run-flat conditions (i.e., under full or partial loss of tire pressure). FIG. 11 shows a safety support similar to that of FIG. 10 while it is in operation along a ground surface, e.g., during a run-flat condition. The cap 162 of the support 150 is in contact with the radially inner surface of the cap of the tire 156, thus preventing the tire 156 from riding on the wheel rim 152 during loss of air pressure in tire cavity 154. Additional details of such a tire with safety support are disclosed in U.S. Pat. No. 5,891,279 (Lacour), which is incorporated by reference herein for all purposes. It should be appreciated that other specific safety supports may be integrated within a tire structure. Although the support disclosed in Lacour is a generally solid circular device, other support embodiments could be made of other support materials (e.g., foam rubber, that undergoes deformation when the tire is in a run-flat mode.

Referring still to FIGS. 10 and 11, a piezoelectric element or other select portions of PGD 14 may be integrated with the safety support 150 of such exemplary run-flat tire structures. For example, PGD 14 or portions thereof may be integrated with the cap portion of safety support 150, for example between one of the grooves 164. An alternative mounting location may correspond to an inner surface of the area defined by cavity 168. It should be appreciated that PGD 14 or specifically the piezoelectric element thereof may be mounted on, attached to or embedded in still further locations relative to a tire having a safety support feature for facilitating run-flat operation while remaining with the spirit and scope of the present invention.

When a tire such as described with respect to FIGS. 10 and 11 is operating under normal inflation pressures, the tire 156 undergoes deformations, but the safety support 150 does not. However, when the tire is operating in a run-flat mode (also referred to as extended mobility mode) the safety support 150 does undergo deformation. The strains induced by these deformations cause a piezoelectric element integrated with safety support 150 to generate electrical energy. This generation of electrical energy can be used to trigger a visible and/or audible indicator, alarm, or other signaling mechanism to indicate to the vehicle driver that the tire is operating in a “run flat” mode with full or partial loss of pressure in at least one tire. The generated electrical energy can also be used to power electronic devices within the tire/wheel assembly. Electronic devices can be used to perform such exemplary functions as counting the number of tire revolutions or duration in units of miles, kilometers, etc. that the tire with safety support has traveled while operating in a run-flat or extended mobility mode, measuring the contact patch length of the safety support as an indicator of how severely the tire is under-inflated, and measuring the temperature of the safety support while in extended mobility mode. A select combination of the above exemplary data may be used to determine the effective useful life remaining for the safety support. The remaining effective usage of the safety support and other related data, including information indicating when the tire was operated under loss of tire pressure, may be stored in an interfaced memory device fixed onto or into the tire safety support. When the tire is serviced, a technician can then determine if the support insert also requires replacing. In some embodiments, enough electrical energy may be accumulated to transmit a wireless signal to a central vehicle location to warn the driver when an alert condition exists.

Yet another example of a tire with which the subject piezoelectric technology may be utilized is a structural supported tire different than that described with reference to FIGS. 10 and 11. A non-pneumatic structurally supported tire will now be briefly described with reference to FIG. 12. The non-pneumatic tire 170 of FIG. 12 is designed to support a load solely with its structural components and, contrary to the mechanism of conventional pneumatic tires, without support from internal air pressure. Structurally supported non-pneumatic tire 170 has a ground contacting tread portion 172, a reinforced annular band 174 disposed radially inward of the tread portion, a plurality of web spokes 176 extending transversely across and radially inward from the annular band, and a mounting band 178 at the radially inner end of the web spokes. The mounting band 178 anchors the tire 170 to a wheel 180 or hub. Although not illustrated in FIG. 12, an additional plurality of web spokes may extend in the equatorial plane. The reinforced annular band 174 may more particularly include an elastomeric shear layer, a first membrane adhered to the radially innermost extent of the elastomeric shear layer, and a second membrane adhered to the radially outermost extent of the elastomeric shear layer. The membranes have a tensile stiffness that is greater than the shear stiffness of the shear layer so that the reinforced annular band undergoes shear deformation under load. The reinforced annular band 174 supports loads on the tire. As indicated in FIG. 12, a load L placed on the tire axis of rotation X is transmitted by tension in the web spokes 176 to the annular band 174. The annular band 174 acts in a manner similar to an arch and provides a circumferential compression stiffness and a longitudinal bending stiffness in the tire equatorial plane sufficiently high to act as a load-supporting member. Under load, the annular band deforms in contact area C with the ground surface through a mechanism including shear deformation of the band. The ability to deform with shear provides a compliant ground contact area C that acts similar to that of a pneumatic tire, with similar advantageous results. Additional details of a structurally supported non-pneumatic tire such as illustrated with respect to FIG. 12 are disclosed in U.S. Patent Application Publication 2004/0159385, which is incorporated herein by reference for all purposes.

Referring still to FIG. 12, a piezoelectric element or other select portions of PGD 14 may be integrated with the structurally supported non-pneumatic tire 170. For example, PGD 14 or portions thereof may be integrated at the interior of the ground-contacting tread portion 172, at the interior of the reinforced annular band 174, or on one or more of the web spokes 150. It should be appreciated that PGD 14 or specifically the piezoelectric element thereof may be mounted on, attached to or embedded in still further locations relative to a structurally supported non-pneumatic tire while remaining with the spirit and scope of the present invention.

When a tire such as described with respect to FIG. 12 rotates along a ground surface, it undergoes deformations. The strains induced by these deformations cause a piezoelectric element integrated with non-pneumatic tire 170 to generate electrical energy. This electrical energy can then by used to power electronic devices within the tire/wheel assembly. Electronic devices can be used to perform such exemplary functions as counting the number of tire revolutions or duration in units of miles, kilometers, etc. that the non-pneumatic tire has traveled, measuring the contact patch length of the non-pneumatic tire as an indicator of how severely the tire is loaded, and measuring the temperature of the non-pneumatic tire. A select combination of the above exemplary data may be used to determine the effective useful life remaining for the non-pneumatic tire. The remaining effective usage of the tire and other related data may be stored in an interfaced memory device fixed onto or into the tire. In some embodiments, enough electrical energy may be accumulated to transmit a wireless signal to a central vehicle location to warn the driver when an alert condition exists.

PGD 14 generally comprises two main components, a piezoelectric device and a power conditioning module. The piezoelectric device is subjected to mechanical strains caused by tire rotation, thereby generating charge in one or more piezoelectric elements (as should be understood by one of ordinary skill in the related art). This electric charge is then preferably provided to a power conditioning module where the resulting current is rectified, conditioned, and stored for use with power electronics.

The piezoelectric device could comprise a variety of piezoelectric materials, including but not limited to barium titanate, polyvinylidene fluoride (PVDF), lead zirconate titanate (PZT) crystals, or PZT fibers. A particular type of piezoelectric material that may be utilized in accordance with the subject power generation device is a piezoelectric fiber composite structure, such as those disclosed in U.S. Pat. Nos. 5,869,189 and 6,048,622 issued to Hagood, IV et al., hereby incorporated by reference for all purposes. A similar example of such Active Fiber Composites (AFCs) that may be utilized in accordance with the present subject matter corresponds to “PiezoFlex” brand technology, such as offered for sale by Continuum Control Corporation.

FIG. 2A displays an isometric view of a piezoelectric AFC structure 28 in accordance with exemplary aspects of the presently disclosed power generation device. Such a piezoelectric AFC structure 28 includes a plurality of piezoelectric fibers 30 that are unidirectionally aligned to provide actuation and stiffness of AFC structure 28. The fibers 30 are surrounded by a resin matrix 32 of epoxy or polymer, that provides a damage tolerance through load transfer mechanisms. The piezoelectric fibers have a common poling direction 34 transverse to their substantially co-parallel axial arrangement.

Electrode layers are preferably provided on separate substrates along two opposing surfaces of the fiber/resin matrix configuration to provide electrical input and output to the AFC structure 28. In accordance with the exemplary embodiment of FIG. 2A, electrode layers 36 are configured with an interdigital arrangement with alternating finger-to-finger polarity. Such interdigitated electrode layers 36 may be etched onto separate substrate layers (of polyimide or polyester, for example) using screen-printing techniques as known in the art and conductive ink such as silver-loaded epoxy. The alignment of the interdigital electrode configuration of FIG. 2A is designed to enhance the directionality of the electromechanical response of the AFC structure 28, as well as provide for relatively high charge and coupling coefficients. The amount of resin matrix 32 between electrodes 36 and fibers 30 is preferably minimized to achieve greater performance capabilities.

The orientation of the fibers in an AFC structure relative to a tire structure is a particular design factor in accordance with the subject technology. When orienting the fibers along the circumferential direction of a tire, piezoelectric fibers are subjected to generally high tensile strains, but low compressive strains. Orienting the fiber direction along the radial direction of a tire couples the primary energy harvesting to the radial strains. This orientation is less likely to cause damage to fibers, but yields a potentially higher susceptibility of compressive depoling of the fibers. Thus, orienting a piezoelectric patch of a power generation device of the present subject matter radially versus circumferentially along the summit of a tire structure may be determined based on the size of the patch and the specific tire environment to which it will be subjected. More particularly, optimal placement and orientation of a piezoelectric AFC structure may be based on factors such as maximum power desired per tire cycle, peak tensile and compressive strains along radial versus circumferential mounting directions, and strain uniformity over an AFC structure at given times.

More specific characteristics of a piezoelectric AFC structure, such as the exemplary embodiment of FIG. 2A, can be tailored for different applications. For instance, the piezoelectric fibers may correspond to a variety of different PZT materials, including PZT 5A, PZT 5H, PZT 4, PZT 8, and PMN-33PT. Another specific design constraint corresponds to the diameter 38 of the piezoelectric fibers, which may typically be in a range from about three thousandths of an inch (mils) to about fifteen mils. Other specific dimensions that may be designed for particular applications include the width 40 and pitch 42 of the electrode fingers in interdigital layers 36. An example of electrode finger width 40 corresponds to about twenty-five mils, and an exemplary range for electrode pitch 42 corresponds to from about twenty mils to about one-hundred mils. A specific example of an overall piezoelectric AFC structure for use in accordance with the present subject matter comprises interdigital electrodes with a forty-five mil electrode finger pitch and PZT-5A piezoelectric fibers with a ten mil diameter.

Additional design constraints of a piezoelectric structure for use in a power generation device in accordance with the present subject matter may be considered for certain applications. For instance, there may be certain design constraints relative to the size and processing capabilities of a piezoelectric patch for integration within a tire structure. Assume that a PGD in accordance with the disclosed technology comprises a piezoelectric device mounted circumferentially along a tire summit along with an integrated power conditioning module. The PGD is preferably provided in an additional rubber or elastomer casing or supported on a rubber, fiberglass, or other supportive substrate when it is adhered to the tire interior to provide it with additional protection. A rubber casing or substrate additionally provides for facilitated adhesion of the PGD to a tire structure.

In accordance with such exemplary PGD configurations as mentioned above, there is generally no length constraint of the piezoelectric patch; however, testing has shown that patches over seventy mm in length tend to fail. A maximum width of about eighty mm may be desired for certain applications. A maximum thickness of the piezoelectric patch (without a power conditioning module) may be about seven-hundred micrometers, and a maximum mass of about twenty grams (including a piezoelectric patch and a power conditioning module) may be desired for certain applications. In order for the piezoelectric patch to be bonded to a rubber patch for adhering to a tire interior, the patch must generally be able to survive about one-hundred-seventy degrees Celsius for about thirty minutes while subjected to about twenty bar pressure and also to survive about one-hundred-fifty degrees Celsius for about sixty minutes at about twenty bar pressure. It should be appreciated that these specific constraints may change with the advancement of pertinent materials and adhesion technologies. In addition, a PGD in accordance with the present subject matter should preferably be able to withstand operating conditions from about negative forty degrees Celsius to about one-hundred-twenty-five degrees Celsius, a maximum tire speed of about one-hundred-sixty kph, and an endurance of either about ten years or seven-hundred-thousand miles.

Yet another type of piezoelectric patch that may be utilized in PGD 14 in accordance with some embodiments of the present invention corresponds to generally solid piezoeceramic wafers. Such piezoceramic wafers may be single-crystal or polycrystalline structures, including but not limited to wafers made of polycrystalline ferroelectric materials such as barium titanate (BaTiO₃) and lead zirconate titanate (PZT).

Referring now to FIG. 2B, a more particular example of a potential piezoelectric device 28′ for use in a power generation device 14 of the presently disclosed technology is illustrated. Piezoelectric device 28′ corresponds to one or more piezoceramic wafers provided in one of a unimorph, bimorph or stacked/sandwich arrangement and packaged within a protective skin 108. A unimorph arrangement generally corresponds to a single modular portion (i.e., layer) of piezoceramic material, which may be bonded to an inactive substrate in some embodiments. A bimorph arrangement generally corresponds to two modular portions (i.e., layers) of piezoceramic material that are bonded to opposing sides of a center metallic shim layer, and a stacked, or sandwich, arrangement corresponds to several piezoelectric elements provided adjacent to and coupled with one another. Bimorph and stacked arrangements may yield a higher level of generated charge versus amount of mechanical displacement than unimorph arrangements for certain applications.

Referring still to FIG. 2B, the protective casing 108 in which one or more piezoceramic wafers may be provided may serve as electrical insulation for the piezoceramic wafers as well as a defense against humidity and potentially harsh contaminants. In some embodiments, the piezoceramic wafers may comprise specific PZT materials such as PZT-5A and/or PZT-5H. Distributed electrodes 110 may be made of such material such as nickel and may be provided on top and bottom surfaces of the assembly for coupling to pre-attached first and second electrical leads 112 and 114, respectively. Pins for connecting to leads 112 and 114 may be accessible via a connector element 120 for a reliable component with no soldered wires. Additional pins at connector element 120 may provide respective electrical connections 116 and 118 for poling the piezoceramic element(s) within piezoelectric device 28′. A specific example of the type of piezoelectric device represented in FIG. 2B and that may be utilized in accordance with the present subject matter corresponds to “QuickPack” brand technology (e.g., ACX QuickPack-PowerAct QP15W), such as offered for sale by Mide Technology Corporation.

A still further example of a piezoelectric device for use in a power generation device in accordance with the present subject matter is represented in FIG. 2C as element 28″. FIG. 2C depicts a generally exploded perspective view of a piezoelectric element 28″, including multiple layers provided in a generally stacked arrangement in which individual materials are layered on top of one another. A first layer in the layered composite comprising piezoelectric element 28″ corresponds to a metal substrate layer 120, for example but not limited to a layer of stainless steel. Subsequent adhesive layers 122 are provided around an internal layer 124 of piezoelectric material. Piezoelectric layer 124 may correspond in some embodiments to a piezoceramic material such as PZT. Adhesive layers 122 may in some embodiments comprise a polyimide material or more specifically a high temperature thermoplastic polyimide (e.g., LaRC™-SI brand material such as developed by NASA's Langley Research Center). A top layer 126 of piezoelectric element 28″ comprises a metallic material such as but not limited to aluminum. Such multiple layers may be combined together by placing the entire assembly in an autoclave in which the multiple layers are heated, squeezed together, allowed to cook, and then cooled to around room temperature. As the piezoelectric element 28′ begins to cool, the substrate layer 120 which is bonded to piezoceramic layer 124 acts to keep piezoceramic layer 124 in compression while is itself in a continuous state of tension. This induced pre-stress may cause the piezoelectric device to be ultimately formed in a slightly curved configuration, and allows the finished device to be subjected to much higher levels of mechanical deflection than some conventional piezoelectric devices without cracking.

A specific example of the type of piezoelectric device represented in FIG. 2C and that may be utilized in accordance with the present subject matter corresponds to “THUNDER” brand technology (e.g., Face Thunder Actuator 6R), such as offered for sale by Face International Corporation. THUNDER products generally correspond to Thin Layer Unimorph Ferroelectric Driver and Sensor devices that are made of multiple layers of material held together in a “sandwich-like” package with high strength bonding materials configured to provide internal pre-stresses. The adhesive layers 122 of piezoelectric element 28″ hold the various device layers together despite relatively high internal stresses that are created during device manufacturing.

It should be appreciated that variations to the exemplary piezoelectric devices discussed above for incorporation with a power generation device of the present subject matter as appreciated by one of ordinary skill in the art may be implemented, and that such variations are within the spirit and scope of the present invention. For example, although the piezoelectric elements presented herein are generally rectangular in shape, it should be appreciated that piezoelectric elements of different shapes such as circular, square or otherwise may also be utilized. Additional modifications to the geometry, dimensions, material type, etc. of the piezoelectric elements are generally considered within the purview of one of ordinary skill in the art.

Still further design aspects that may be implemented in accordance with the present technology concern combination of multiple piezoelectric elements, such as now discussed with reference to FIGS. 7A-7D and 8A-8B respectively. FIGS. 7A-7D illustrate respective exemplary configurations of how multiple elements 130 may be stacked vertically inside a tire PGD. Although only two piezoelectric elements 130 are illustrated in each configuration of FIGS. 7A-7D, it should be appreciated that more than two piezoelectric elements may be utilized. Pieozoelectric elements 130 may correspond to single-crystal or polycrystalline piezoceramic wafers, including but not limited to wafers made of polycrystalline ferroelectric materials such as barium titanate (BaTiO₃) and lead zirconate titanate (PZT). Although not illustrated in FIGS. 7A-7D, it should be appreciated that a center conductive shim layer may be provided in between each adjacent piezoelectric element 130, such as characteristic of some bimorph and stacked piezoelectric arrangements.

The various configurations depicted in FIGS. 7A-7D illustrate different poling and displacement modes for the combined piezoelectric elements 130. Shorter arrows 132 and 134 within each piezoelectric element 130 represent the poling direction in each piezoelectric element, generally pointing from the positive to the negative poling electrode to which a high DC voltage would have been applied during manufacture of such pieozelectric elements 130. Although not limited to the exemplary poling configurations shown in FIGS. 7A-7D, all such piezoelectric elements 130 are characterized by polarization vectors 132 and 134 that are generally parallel to the reference 3-axis. FIGS. 7B and 7D respectively illustrate configurations with both piezoelectric elements 130 having polarization vectors that are in-phase, while FIGS. 7A and 7D respectively illustrate configurations with both piezoelectric elements 130 having polarization vectors that are opposing, or out of phase. The piezoelectric configurations of FIGS. 7A and 7B are both in d33 mode, wherein displacement forces (represented by arrows 136) correspond to an expansion in the same direction as the electrical field and the poling direction. The piezoelectric configurations of FIGS. 7C and 7D are both in d31 mode, wherein displacement forces (represented by arrows 138) correspond to a contraction perpendicular to the electrical field and the poling direction.

The configurations of FIGS. 7A-7D illustrate respective examples of how more piezoelectric material can be provided in a given strain field with the same footprint as a single piezoelectric element. Such an arrangement has the potential to yield more energy output for each rotation of a tire or wheel assembly, as the piezoelectric element(s) pass through the contact patch thereof.

Referring now to FIGS. 8A and 8B, it should be appreciated that piezoelectric elements 140 can be electrically connected in series (such as depicted in FIG. 8A), in parallel (as depicted in FIG. 8B), or in some combination thereof when more than two piezoelectric elements are combined. A series connection among piezoelectric elements 140 provides a generally higher voltage and lower current output than a single piezoelectric element. Such a configuration, as represented in FIG. 8A, may be especially useful for sensing applications, such as detection of tire revolutions as a piezoelectric element passes through the contact patch of a tire or wheel assembly. A parallel connection among piezoelectric elements 140 provides a generally lower voltage and higher current output, which may be especially useful in energy harvesting applications. Such a configuration, as represented in FIG. 8B, helps to reduce energy leakages and may simplify power conditioning electronics. Piezoelectric elements 140 may correspond to such specific piezoelectric elements 28, 28′ and 28″ as illustrated and discussed with reference to FIGS. 2A, 2B and 2C, respectively, or in other embodiments as piezoceramic wafers such as elements 130 depicted in FIGS. 7A-7D, respectively.

The second main component of PGD 14, in addition to a piezoelectric element is a power conditioning module, an exemplary embodiment of which is represented in FIG. 3. The major functionality of a power conditioning module in accordance with the present subject matter is to rectify, condition and store the electric charge that is generated in the piezoelectric structure 140. In general, power conditioning modules may be particularly designed for different electronics applications for which power is harvested. In accordance with an exemplary embodiment of a tire monitoring system as disclosed in the present specification, the exemplary power conditioning module of FIG. 3 is designed according to certain dynamic energy requirements. In particular, the exemplary power conditioning module of FIG. 3 is designed such that the voltage output 44 is generally about five volts, the maximum ripple of output voltage 44 is within ±ten mvolts, the minimum duty cycle of output voltage 44 is about sixty seconds, and the maximum duty cycle of output voltage 44 is about five seconds. Additional design requirements within which the exemplary power conditioning module embodiment of FIG. 3 operates correspond to a maximum energy requirement into an electronics system of about four mJoules and a time duration for which an electronics system can operate between about twenty-five msec and about two-hundred msec, depending on the functionality of the electronics system.

With further reference to the exemplary power conditioning module of FIG. 3, one or more piezoelectric elements 140 are connected in parallel with a rectifier, for example full-bridge rectifier 46. Alternative rectifier configurations could correspond to a doubling rectifier or an N-stage voltage multiplier. The rectified signal from rectifier 46 is then stored in electrolytic capacitor 48. A specific example of an electrolytic capacitor 48 suitable for employment in the exemplary power conditioning module of FIG. 3 corresponds to a Panasonic TEL series tantalum capacitor with a capacitance of about forty-seven μFarads. Other specific electrolytic capacitors may similarly be suitable for utilization as a storage element in accordance with the disclosed power conditioning module. Other energy storage elements, such as rechargeable batteries or super capacitors, may provide a suitable alternative in certain applications as an energy storage device for a power conditioning module.

Once a sufficient amount of energy has accumulated in electrolytic capacitor 48 (or other suitable energy storage device), a DMOS FET transistor 54 acts as a switch to release the stored energy in capacitor 48 to a voltage regulator 52. An example of a voltage regulator suitable for use in the exemplary embodiment of FIG. 3 is a dual-mode five-volt programmable micropower voltage regulator such as the MAX666 brand offered for sale by Maxim Integrated Products. Such a voltage regulator is ideally suited for electronics systems that may typically have been battery-powered systems, and effectively convert the voltage across capacitor 48 to a regulated five volt output voltage 44. A bipolar PNP transistor 50 and zener diode 56 are additionally provided in the exemplary power conditioning module of FIG. 3.

Initially, transistors 50 and 54 are off, and the ground at the drain of transistor 54 is floating such that no output voltage 44 is provided. As capacitor 48 charges to a sufficient voltage level (determined by zener diode 56 and the base-emitter junction of transistor 50), transistor 50 turns on, activating transistor 54 and latching transistor 50. At this point, capacitor 48 is allowed to discharge through the circuitry providing a five volt regulated output 44 to an electronics system. Typically, when the application electronics to which output voltage 44 is supplied has finished its useful work, the electronics system sends a signal back at signal path 58, through resistor 60 and capacitor 62 to turn off PNP transistor 50 and deactivate FET 54 such that energy can once again begin to accumulate on capacitor 48.

Energy that is generated by PGD 14 may be applied to a variety of different tire electronics systems (TESs) in accordance with the present subject matter. FIGS. 4A and 4B, respectively, illustrate exemplary aspects of interaction between a PGD 14 and TES 12.

In accordance with FIG. 4A, energy is allowed to accumulate on an energy storage device in the PGD (for example, capacitor 48) until a sufficient charge has been obtained to perform the desired functions in TES 12. Between power cycles, TES 12 remains unpowered, and thus the activation of TES 12 is governed by the rate at which energy is accumulated in the energy storage device of PGD 14. When sufficient energy is accumulated in PGD 14, a supply voltage “Vdd” and ground voltage “VSS” will be provided at paths 64 and 66 respectively to TES 12. TES 12 will return an “Active” signal along path 58 indicating electronics in TES 12 are currently functioning. When the given electronics in TES 12 are done with their respective tasks, then the “Active” signal goes low and the energy storage device in PGD 14 once again accumulates energy. This cycle will repeat as long as a tire assembly rotates at or above a given threshold speed, which may generally be about twenty kph.

In accordance with the exemplary interaction presented and discussed with reference to FIG. 4B, PGD 14 continuously provides voltage “Vdd” and ground “VsS” signals to TES 12 along with a “Fuel Gage” signal representative of the amount of energy stored in PGD 14. When power is applied to TES 12, a microprocessor or other suitable electronic component can periodically activate itself and monitor the Fuel Gage signal from PGD 14. If a sufficient amount of energy is available in the energy storage device of PGD 14, then TES 12 will engage in a specified task. If a sufficient amount of energy is not available, then TES 12 will go into a low power mode where it consumes less than about one HA of power. The Fuel Gage signal is thereafter periodically checked until energy accumulation is sufficient. This cycle of waiting for sufficient energy accumulation, engaging in a specified task, and returning to low power mode is preferably repeated in a continuous fashion as long as the tire is rotating at or above a given threshold speed.

As previously mentioned, TES 12 could comprise a variety of different electronic applications depending on what sort of components are included in a tire or wheel assembly. A specific example of a tire electronic system 12 corresponds to a tire monitoring system, such as hereafter discussed with reference to FIG. 5. In particular, the tire monitoring system of FIG. 5 measures temperature and pressure within a tire structure and sends the results by means of a radio frequency (RF) transmitter 68 to a remote receiver location. An example of respective transmitter and receiver modules for utilization with aspects of the disclosed technology corresponds to respective TX2 and RX2 brand UHF FM Data Transmitter and Receiver Modules such as offered for sale by Radiometrix Ltd.

A five-volt power signal “V_(dd)”, ground signal “V_(ss)”, and either an “Active” or “Fuel Gage” signal as discussed with reference to FIGS. 4A and 4B are preferably provided from PGD 14 to a microcontroller 70. An example of a suitable microcontroller for use with the disclosed technology is a Microchip brand PIC16LF876 28-pin CMOS RISC microcontroller. Microcontroller 70 is activated when power is applied at input path 64 and then applies power to both temperature sensor 72 and pressure sensor 74 (as well as any additional sensors or appropriate electronic devices in TES 12). An example of a temperature sensor 72 suitable for utilization with the disclosed technology is a LM50 SOT-23 Single-Supply Centigrade Temperature Sensor such as offered for sale by National Semiconductor. An example of a pressure sensor 74 suitable for utilization with the disclosed technology is a Model 1471 PC Board Mountable Pressure Sensor such as offered for sale by ICSensors and Measurement Specialties Inc. Additional sensors 76, 78 and 80, respectively, may measure additional characteristics of a tire structure or corresponding wheel assembly.

Yet another component of the exemplary TES embodiment 12 of FIG. 5 corresponds to a rechargeable battery 81 that may also be configured to receive electric charge generated within piezoelectric structure 28 of PGD 14 and to store additional energy for the integrated tire electronics. Energy stored in battery 81 can typically be stored for a much longer period of time than in other storage devices such as exemplary capacitor 48. Energy stored in battery 81 can be provided to microcontroller 70 when not enough power is generated by actuation of the piezoelectric device. Such a situation could occur, for instance, when the vehicle is stationary or when the tires are removed from a vehicle. For example, stored energy may be needed to power TES 12 when a ground crew checks the air pressure in stationary tires on a commercial airliner. Also, battery 81 may serve to provide power to TES 12 such that information for managing tire inventories or retreads is available when a tire is removed from the vehicle.

With further reference to the exemplary TES embodiment 12 of FIG. 5, microcontroller 70 preferably includes an analog-to-digital (A/D) converter that receives information from sensors 72 through 80, respectively, and converts it to digital information. Microcontroller 70 also comprises memory, preferably non-volatile EEPROM, which stores a unique identification tag that provides sufficient information to identify the tire or wheel assembly. Such an identification variable may be especially useful in tracking tires and vehicles in commercial applications such as trucking fleets, airplanes, etc. Once the desired information, such as that provided by sensors 72 through 80 respectively, is acquired by microcontroller 70 and converted to digital information, microcontroller 70 preferably shuts off power to the sensors and turns on power to RF transmitter 68 at lines 82 and 84 respectively. The desired digitized information is then output on data line 86 to RF transmitter 68, where the data is modulated onto an FM carrier signal and transmitted via antenna 88 to a remote receiver location.

A vehicle employing tire assemblies with self-powered electronics in accordance with the present subject matter are preferably equipped with a single receiver for obtaining the wirelessly transmitted information from each tire assembly. FIG. 6 provides a block diagram representation of an exemplary remote receiver configuration 90 in accordance with the present subject matter. Receiver antenna 92 facilitates receipt of information transmitted from each wheel assembly and relays the information to RF receiver 94, where the received information is demodulated from its carrier signal and provided on path 96 to signal processor 98. A carrier detection signal is also provided from RF receiver 94 to signal processor 98 via signal path 100. The data outputted from RF receiver 94 and the carrier detection signal are preferably multiplied together in signal processor 98 such that a signal without spurious noise is obtained. This data signal with reduced error probability is then preferably routed to a driver circuit that converts the digital signal to a signal with voltage levels suitable for transmission via an RS232 interface 102 to a host computer 104. Terminal emulation software is preferably provided at host computer 104 such that the data received via RS232 interface 102 is converted to information readily usable by an end user, such as that provided on a readable display module.

It should be appreciated in accordance with the disclosed technology that other electronic devices other than those specifically disclosed in the present specification may be utilized with the subject power generation technology. For instance, it may be desired to transmit other types of information other than temperature, pressure and identification to a remote location. Examples include the number of tire revolutions, amount of tire deflection, and vehicle speed. U.S. Pat. No. 5,749,984 discloses other aspects of a tire monitoring system that may be employed with the present subject matter, and such patent is hereby incorporated by reference for all purposes. A tire electronics system may be coupled with a global positioning system (GPS) to pinpoint a vehicle's precise location. A piezoelectric PGD may alternatively be utilized to power light assemblies or feedback systems in a wheel assembly. The number of electronics applications capable of being powered in accordance with aspects of the disclosed technology are vastly numerous and should in no way be limiting to the present subject matter.

It should be further appreciated in accordance with the presently disclosed technology that embodiments of the subject system and method for generating electric power are not limited to one power generation device and one tire electronics module per tire or wheel assembly. The selective combination of multiple elements as disclosed herein should not be limiting to the spirit and scope of the present invention. Referring now to FIGS. 9A, 9B and 9C, different exemplary combinations of features are presented for potential incorporation within a tire, such as depicted in FIG. 1, or corresponding wheel assembly.

Referring now to FIGS. 9A, 9B and 9C, multiple piezoelectric elements 140 may be provided within a tire or wheel assembly. Such piezoelectric elements 140 may be positioned in close proximity to one another within a tire or wheel assembly or may be distributed at different locations throughout the tire or wheel assembly. Piezoelectric elements 140 may in some embodiments comprise such specific exemplary piezoelectric elements 28, 28′ and 28″ as illustrated and discussed with reference to FIGS. 2A, 2B and 2C, respectively, or in other embodiments may comprise piezoceramic wafers such as elements 130 depicted in FIGS. 7A-7D, respectively. Each piezoelectric element 140 of FIG. 9A generates energy when passed through the contact patch of the tire or wheel assembly to which it is mounted.

Referring particularly to FIG. 9A, the piezoelectric elements 140 may be electrically connected in series or in parallel and are all coupled to a central energy storage module 142. Energy storage module 142 includes selected power conditioning circuitry, such as described in the example of FIG. 3, including an energy storage device such as a capacitor or battery for storing the energy generated by respective piezoelectric elements 140. The single energy storage module 142 is further coupled to an electronics module such as TES 12, such that selected application electronics within TES 12 may receive power stored by energy storage module 142.

Referring particularly to FIGS. 9B and 9C, the distributed piezoelectric elements 140 may be electrically connected in series or in parallel and are each respectively coupled to distinct local energy storage modules 142. Each energy storage module 142 includes selected power conditioning circuitry, such as described in the example of FIG. 3, including an energy storage device such as a capacitor or battery for storing the energy generated by a respective piezoelectric elements 140. Referring to FIG. 9B, the multiple storage modules 142 may be connected electrically in series or parallel to deliver energy to a central electronics module such as TES 12, such that selected application electronics within TES 12 may receive power stored by the energy storage modules 142. Alternatively, as in FIG. 9C, each of the plurality of energy storage modules 142 may deliver energy to a respective local electronics module, such as TES 12. It should be appreciated that the plurality of local electronics modules 12 may be distributed in various locations throughout a tire or wheel assembly and may perform similar functions to one another or may be configured to perform different functions, such as to measure different parameters at distinct respective locations.

While the present subject matter has been described in detail with respect to specific embodiments thereof, it will be appreciated that those skilled in the art, upon attaining an understanding of the foregoing may readily produce alterations to, variations of, and equivalents to such embodiments. Accordingly, the scope of the present disclosure is by way of example rather than by way of limitation, and the subject disclosure does not preclude inclusion of such modifications, variations and/or additions to the present subject matter as would be readily apparent to one of ordinary skill in the art. 

1. A tire assembly with integrated power generation features, said tire assembly comprising: a pneumatic tire structure characterized by a crown having a tread portion for making contact with a ground surface, bead portions for seating said pneumatic tire structure to a wheel rim, and sidewall portions extending between each bead portion and the crown, wherein a carcass is provided within the pneumatic tire structure between said bead portions across said sidewall portions and said crown, wherein a belt package is provided within the crown of said pneumatic tire structure between said tread portion and said carcass, and wherein an inner liner forms an interior surface of said pneumatic tire structure; a piezoelectric device integrated with said pneumatic tire structure and configured to generate electric charge therein upon said tire structure being subjected to mechanical strains; and an electronics assembly coupled to said piezoelectric device such that selected electronic components of said electronics assembly are powered by electric charge generated by said piezoelectric device.
 2. The tire assembly of claim 1, wherein said piezoelectric device is embedded in the crown of said pneumatic tire structure between said tread portion and said belt package.
 3. The tire assembly of claim 1, wherein said piezoelectric device is embedded in the crown of said pneumatic tire structure between said belt package and said carcass.
 4. The tire assembly of claim 1, wherein said piezoelectric device is embedded in the crown of said pneumatic tire structure between said carcass and said inner liner.
 5. The tire assembly of claim 1, wherein said pneumatic tire structure further comprises a cap ply portion between said belt package and said tread portion, and wherein said piezoelectric device is embedded in the crown of said pneumatic tire structure between said tread portion and said cap ply portion.
 6. The tire assembly of claim 1, wherein said pneumatic tire structure further comprises a cap ply portion between said belt package and said tread portion, and wherein said piezoelectric device is embedded in the crown of said pneumatic tire structure between said belt package and said cap ply portion.
 7. The tire assembly of claim 1, wherein said belt package comprises first and second steel belts and wherein said piezoelectric device is embedded in the crown of said pneumatic tire structure between said first and second steel belts.
 8. The tire assembly of claim 1, further comprising a rubber patch provided adjacent to and supporting at least one surface of said piezoelectric device.
 9. The tire assembly of claim 8, wherein said rubber patch is mounted to the inner liner of said pneumatic tire structure.
 10. The tire assembly of claim 8, wherein said rubber patch is mounted to the exterior tread portion of said pneumatic tire structure.
 11. The tire assembly of claim 1, wherein said piezoelectric device is mounted in a sidewall of said pneumatic tire structure between said carcass and said inner liner.
 12. The tire assembly of claim 1, wherein said piezoelectric device is mounted in a sidewall of said pneumatic tire structure between said carcass and the tire exterior.
 13. The tire assembly of claim 1, wherein said piezoelectric device is mounted in the zone base near a selected of the bead portions of said pneumatic tire structure.
 14. A tire assembly with integrated power generation features, comprising: a pneumatic tire structure characterized by a crown having a tread portion for making contact with a ground surface; a safety support configured for mounting on a wheel rim inside of said pneumatic tire structure in order to support the tread portion of said pneumatic tire structure in the event of the loss of inflation, said safety support comprising an annular body having an inner surface intended to fit around the wheel rim and an outer cap intended to be engaged by the tread portion in the event of a loss of pressure; a piezoelectric device configured to generate electric charge therein upon said safety support being subjected to mechanical strains during loss of pressure to said pneumatic tire structure; and an electronics assembly coupled to said piezoelectric device such that selected electronic components of said electronics assembly are powered by electric charge generated by said piezoelectric device.
 15. The tire assembly of claim 14, wherein said piezoelectric device is attached to the outer cap of said safety support.
 16. The tire assembly of claim 14, wherein said piezoelectric device is embedded within a portion of said safety support.
 17. The tire assembly of claim 14, further comprising a rubber patch provided adjacent to and supporting at least one surface of said piezoelectric device.
 18. The tire assembly of claim 14, wherein said piezoelectric device comprises a fiber composite structure with a plurality of piezoelectric fibers embedded in an epoxy matrix.
 19. The tire assembly of claim 14, wherein said piezoelectric device comprises: at least one piezoceramic wafer; a protective casing substantially surrounding said at least one piezoceramic wafer; and first and second electrical leads for connecting to said at least one piezoceramic wafer.
 20. The tire assembly of claim 14, wherein said piezoelectric device comprises: a layer of piezoceramic material characterized by first and second opposing sides; and first and second conductive layers provided adjacent to respective said first and second opposing sides of said layer of piezoceramic material and secured thereto with respective adhesive layers.
 21. The tire assembly of claim 14, wherein said piezoelectric device comprises multiple piezoceramic elements connected in either series or parallel.
 22. The tire assembly of claim 21, wherein the polarization directions of said multiple piezoceramic elements are configured as one of in-phase and opposing.
 23. The tire assembly of claim 21, wherein the displacement of said multiple piezoceramic elements are configured in one of d33 and d31 modes.
 24. The tire assembly of claim 14, wherein said piezoelectric device comprises at least one piezoelectric element comprising a material selected from the group consisting of lead zirconate titanate (PZT), barium titanate, quartz, cadmium sulfide, polyvinylidene fluoride (PVDF) and polyvinyl chloride (PVC).
 25. The tire assembly of claim 14, wherein at least one electronic component within said electronics assembly is configured to count the number of revolutions said pneumatic tire structure has traveled during loss of air pressure.
 26. The tire assembly of claim 14, wherein said electronics assembly comprises at least one sensor configured to monitor one or more of tire pressure and tire temperature.
 27. The tire assembly of claim 26, wherein said electronics assembly comprises a radio frequency (RF) device for relaying selected information monitored by said at least one sensor to a remote location.
 28. The tire assembly of claim 14, wherein at least one electronic component within said electronics assembly is configured to measure the contact patch of the safety support during loss of pressure to provide an indication of how severely said pneumatic tire structure is under inflated.
 29. The tire assembly of claim 14, wherein said electronics assembly comprises a memory device configured to store therein information regarding the usage history of said safety support.
 30. The tire assembly of claim 14, wherein said electronics assembly comprises a triggering mechanism for signaling a loss of pressure to said pneumatic tire structure.
 31. The tire assembly of claim 30, wherein said electronics assembly comprises a radio frequency (RF) device for relaying an indication of tire pressure loss as signaled by said triggering mechanism to a remote location.
 32. The tire assembly of claim 14, wherein at least one electronic component within said electronics assembly is configured to provide a signal indication upon loss of pressure to said pneumatic tire structure.
 33. A tire assembly with integrated power generation features, comprising: a non-pneumatic structurally supported tire comprising a reinforced annular band, a plurality of web spokes extending transversely across and radially inward from the reinforced annular band, and a mounting band at the radially inner end of the web spokes; a piezoelectric device integrated with said non-pneumatic structurally supported tire and configured to generate electric charge therein upon said tire being subjected to mechanical strains; and an electronics assembly coupled to said piezoelectric device such that selected electronic components of said electronics assembly are powered by electric charge generated by said piezoelectric device.
 34. The tire assembly of claim 33, wherein said non-pneumatic structurally supported tire further comprises a tread portion disposed on a radially outer extent of the reinforced annular band.
 35. The tire assembly of claim 33, wherein said piezoelectric device is mounted to the interior of the reinforced annular band of said non-pneumatic structurally supported tire.
 36. The tire assembly of claim 33, wherein said piezoelectric device is mounted to one or more of the plurality of web spokes of said non-pneumatic structurally supported tire.
 37. The tire assembly of claim 33, further comprising a rubber patch provided adjacent to and supporting at least one surface of said piezoelectric device.
 38. The tire assembly of claim 33, wherein said piezoelectric device comprises a fiber composite structure with a plurality of piezoelectric fibers embedded in an epoxy matrix.
 39. The tire assembly of claim 33, wherein said piezoelectric device comprises: at least one piezoceramic wafer; a protective casing substantially surrounding said at least one piezoceramic wafer; and first and second electrical leads for connecting to said at least one piezoceramic wafer.
 40. The tire assembly of claim 33, wherein said piezoelectric device comprises: a layer of piezoceramic material characterized by first and second opposing sides; and first and second conductive layers provided adjacent to respective said first and second opposing sides of said layer of piezoceramic material and secured thereto with respective adhesive layers.
 41. The tire assembly of claim 33, wherein said piezoelectric device comprises multiple piezoceramic elements connected in either series or parallel.
 42. The tire assembly of claim 41, wherein the polarization directions of said multiple piezoceramic elements are configured as one of in-phase and opposing.
 43. The tire assembly of claim 41, wherein the displacement of said multiple piezoceramic elements are configured in one of d33 and d31 modes.
 44. The tire assembly of claim 33, wherein said piezoelectric device comprises at least one piezoelectric element comprising a material selected from the group consisting of lead zirconate titanate (PZT), barium titanate, quartz, cadmium sulfide, polyvinylidene fluoride (PVDF) and polyvinyl chloride (PVC).
 45. The tire assembly of claim 33, wherein at least one electronic component within said electronic assembly is configured to count the number of revolutions said non-pneumatic structurally supported tire has traveled.
 46. The tire assembly of claim 33, wherein said electronics assembly comprises at least one sensor configured to monitor one or more of tire pressure and tire temperature.
 47. The tire assembly of claim 46, wherein said electronics assembly comprises a radio frequency (RF) device for relaying selected information monitored by said at least one sensor to a remote location.
 48. The tire assembly of claim 33, wherein at least one electronic component within said electronics assembly is configured to measure the contact patch of the non-pneumatic structurally supported tire to provide an indication of tire load levels.
 49. The tire assembly of claim 33, wherein said electronics assembly comprises a memory device configured to store information regarding the usage history of said non-pneumatic structurally supported tire. 